Two observations>

*One -*the operational time taken to reverse a tram on the old system would have been longer than the time taken to reverse an LRV:

_Tram_

Stop and reverse pole(s) - driver and conductor,

Driver changes ends

Manually set points with point hook etc – conductor

Drive across crossing

Manually reset points – conductor

Await conductor rejoining tram

(All of the above to be carried out whilst observing personal safety due to road traffic)

_LRV_

Driver changes ends (panto has no need to be repositioned)

Driver sets points (using power operated points activated from driver’s cabin)

Points automatically return to main line position after LRV proceeds.

*Two*-

Lyne Park siding.From Keenan’s “The Watsons Bay Line p 57

“The opening of the large Wintergarden Cinema at Rose Bay in 1929 resulted in nearby Lyne Park siding being used to hold trams providing relief trips in both directions at the conclusion of programs for a further few years.However, the points at the City end of the loop/siding were removed on October 30, 1935 probably followed by the points at the Watsons Bay end a short time later.”

Given the variations in screening completion times these trams would have entered the service at variable periods over the daily schedules and their provision would be highly dependent on the popularity of the film shows.These would have been reduced as motor car traffic grew over time in the affluent areas along the Watsons Bay line.

Tony P wrote:

A while ago I spoke to the author of the IWLR timetable, whom I know (and that person is not to blame for anything as it's under strict direction of TfNSW!). They told me that it was not possible to short-work some trams to Lilyfield because the time and conflict of shunting trams there means it would interfere with trams running further to Dulwich Hill.

As for Watsons Bay line, I did post a Keenan photo some time ago of three trams banked up while another reversed at Double Bay! I think the shunted short-workings on the Watsons Bay line were not a matter of much choice due to land-space restrictions. At Kings Cross (for a while) and Rose Bay, the trams were able to reverse on a separate siding off the main line, but Double Bay was just a plain nuisance that couldn't be rectified.

Tony G wrote:

I’ve seen short working to Lewisham West, on one occasion when the terminus points at Dulwich Hill had failed, but for unknown reasons at other times.

With the standard of timekeeping and frequency discipline I don’t see how interference with through cars would make much of a difference at any of the potential short working points (John St Pyrmont, Wentworth Park, Lilyfield, Lewisham West), and at Lilyfield the stabling siding could be used to reverse cars clear of the Up line. With current loadings (the tram I caught home on Friday at 2.40 or thereabouts from Haymarket was packed tight, and still with standees when I got off at Taverners Hill) shortage of rolling stock is the big problem, and I think short workings to Lilyfield or Lewisham West would be a way of relieving overcrowding by separating short and long distance passengers.

Greg